Ada Elle

Then call it a partners program and not a ladies program. If you have two programs, a 'pilots program' and a 'ladies program', that suggests that you're excluding ladies from being pilots.

Wouldn't the prudent thing to do be not to extend LSA, but to accept Primary Category and EASA VLA up to 750 into RAAus? That way you don't need to come up with a bunch of new certification standards that aren't the same as anywhere else; you're just allowing planes which already have a sensible certification at up to 750kg to be re-registered RA.

That's the kind of sexist thinking that led to a 'ladies program' at NATFLY. Why do you want to treat people as second class pilots?

Do those motor glider pilots also have a PPL? What stops a person with early dementia, who still meets the medical standard of a private drivers license, from flying? Such a person might have a restriction of "only drive within 10km from home", but no such restriction needs to be declared to RAAus or be placed on their license.

Looks like a nice plane... would love to have a fly!

I would rather choose the most into-wind runway, or the longest runway if the crosswind component is sufficiently low.

I don't know what motorgliders using the main runways at Camden do, but on the glider side it must be by special exemption because gliders don't follow Class D procedures there. (Gliders there make a single downwind call when established in the circuit.) The RAAus medical is much weaker than the GFA one, and allows unsafe pilots to fly.

that must constitute the target group of RAAus pilots who want CTA without getting a medical.

I use skyvector.com, but the maps don't have all the CTA / restricted areas marked.

but no RAAus pilot ever did anything illegal because nothing's illegal in RAAus.

Under the RAA standards, you don't even have to ask your doctor, though! That's the ridiculous part of the drivers license medical standard. As I was saying, the RAAus standard appears to allow people with early dementia to fly. Do you want demented pilots in CTA with your loved ones on a commercial flight? I don't see why the standard for flying into Sydney Harbour Scenic 1 should be any less than the standard for driving a bus down George Street in Sydney. Subject to annual review by an endocrinologist, and no flying for six weeks after a severe hypo, assuming you have no other complications. That's the license standard for a truck driver (roughly).

I did say I always give inbound, joining, and base, didn't I? I called them semi-mandatory; they are SHOULD, not MUST calls.

Take the scans, and put them on a CD or USB stick. Post to someone else with Adobe Pro.

I didn't say coastal weather, I said weather over the divide. Crossing the dividing range makes you much more subject to weather than staying on your side of it. So if you want the 75% of Australia that lives east/south of the ranges, don't make them cross Kilmore Gap/Bowral/etc.

Which is why I suggested the CAA NPPL standard (GP certified, commercial drivers license) I don't have any. I'm going to give you a hypothetical, though: - two weeks after heart attack, with reduced contractility (pumping strength of the heart), not enough to cause problems at sea level (or even be detected) - the hypoxia at 10000ft may trigger a combination of cerebral hypoxia, myocardial hypoxia, or myocardial irritability - poor decision making, and or brief periods of blackouts, may ensue Such a person does not pass the unconditional drivers license requirements. RAA, however, has a softer medical standard than driving! You don't need an unconditional license to be an RAA pilot. There is no requirement that you fly within the restrictions on driving that you have. So someone who is restricted to driving on local roads only, is allowed to fly around Australia. Pipistrel state, without producing the data, that their motor-glider registered aircraft have higher crash rates than the same aircraft flown under powered airplane registration, and suggest that the laxer medical standards are the cause of this.

I've quoted the rules. The rules say that nothing is mandatory except to avoid collisions. SHOULD is not MUST. There is no requirement to do downwind, base, or final calls (in the circuit). I think good airmanship dictates that you at least one of them, and I do the downwind->base turn call. What do you think the rules say?

If we had an intermediate medical (between the nothing of RAA and the class 2) such as the UK NPPL medical, is there a problem with doing this? My wishlist would be: - 300-750kg (so anything bigger than 95.10, up to JAR-VLA) - NPPL style medical - Canadian style owner maintenance - RPL with all endorsements available

If you're willing to destroy them, there are book scanning places that will chop them up and scan them professionally for you. Maybe less destructive on magazines than on books.

Perhaps the difference is that 19 rego aircraft don't have to be airworthy - see the Barry Uscinski crash.

I meant customs. The AIP doesn't specify which legs of the circuit need calls. I seem to remember base calls being the common calls, but JB's tutorials suggest making a final call.

There's no blanket rule-out of VH-exp amateur built aircraft, is there? So the real question is, what is the difference between 19- and VH-ABAA? Could it be the inspection and airworthiness requirements? The medical standard should be the UK one. It gives a good compromise between "yeah, I had a heart attack two weeks ago, nothing stopping me from flying" and "go to a DAME and send every piece of medical information about you to CASA". even the GFA medical is slightly watered down.

They kinda do. The CAR has a MUST requirement: The AIP has a SHOULD requirement: at uncertified aerodromes (which includes many of the ones that we fly out of), the AIP has a 'this would be a good idea' sentence: However, in busy CTAF areas, the ERSA may say something like this (for YCNK, for example): I always broadcast inbound, joining, and base, which are the three semi-mandatory calls. At some aerodromes which are busy but not super busy, will also broadcast downwind and final (helps people look for you and remind you that you are there) but this is guided by local procedure (eg when I did a lesson at Bathurst they were very keen on downwind and final).

The phonetic alphabet is designed so that no two words are easily confused on the radio; if you simply spell, there isn't much difference between D and T, but there is a lot of difference between delta and tango. Airfields are different in their local customs; I think the base call is universal, but downwind and final calls vary by the busyness of the area and whether CTAF is shared with anyone else.

Welcome Sean, it's great to see some young people! Why is your first lesson in a month and not, for example, this weekend?

Would Maitland fit that many planes parked on the grass if they closed one of the runways?